Flap construction



May3l, 1938. Z K 2,119,089

FLAP CONSTRUCTION Original Filed July 21, 1933 5 Sheets-Sheet l anon dot E. F. ZAPARKA FLAP CONSTRUCTION May 31 1938.

Original Filed July 21, l933 5 Sheets-Sheet 2 May 31, 1938.

E. F. ZAPARKA FLAP CONSTRUCTION Original Filed July 21, 1935 5 Sheets-Sheet 3 m n We May 31, 1938.

E. F. ZAPARKA FLAP CONS TRUCTION 5 Sheets-Sheet 4 Original Filed July 21, 1953 & gwuentoz fame/a0 fizapmarm May 31, 19-38. ZAPARKA 2,119,089

FLAP CONSTRUCTION Original Filed July 21, 1933 5 SheetsSheet 5 85 M F W Patented May 31, 1938 UNITED STATES 2,119,089 FLAP CONSTRUCTION Edward F. Zaparka, Baltimore, Md, assignor to Zap Development Corporation, Baltimore, Md., a corporation of Delaware Application July 21, 1933, Serial No. 681,641 Renewed January 19, 1937 8 Claims. (o1. 244-42) My invention relates to fluid supported devices,

and more particularly to means for controlling the path of such devices. I

I have illustrated the invention as applied to an airplane but it is to be understood that my special surfaces could be used for dirigibles as well as airplanes, and is applicable to vehicles which are fluid supported.

Heretofore, fluid supported vehicles have been controlled generally by movement of main control surfaces which take an angle to the path of travel of the vehicle. In the present instance I accomplish the control of the line of motion of the vehicle through fluid medium by means of 5 auxiliary surfaces or obstructing devices which are supplemental to main'control surfaces. The

main'control surfaces may move, or may not. In

the drawings I have shown the main control surface. as immobile, though it is contemplated that 20 the main surface may move if desired.

An object of my invention is to provide a control surface for a fluid supported vehicle which will give quickmaneuverability, is strong and sturdy in construction and easy of repair and re- 25 placement.

A further object of my invention is to provide a control surface for a fluid supporting vehicle to which the vehicle will quickly respond, thus giving a high degree of maneuverability and 30 hence-a large safety factor. This is of peculiar advantage in connection with aerodynamic devices, such as airplanes or dirigibles.

In the drawings: Figure 1 is a side elevation of an airplane which 35 has mounted upon it a combination stabilizer and elevator control, and a rudder control.

Fig. 2 is a top plan view of the airplane shown .in Figure 1,. partsbeing broken away to show the control mechanism in the cockpit.

40 Fig. 3 is a'perspective view, partly schematic, showing the control mechanism for the stabilizer and elevators, the rudder mechanism being shown in dotted lines.

' Fig. 4 is a detail view of the stabilizer mechanism taken in longitudinal section, parts being broken away to save space.

Fig. 5 is a sectional view taken along the line 5-5 of Figure 4, looking in the direction of the 50 arrows.

Fig. 6 is a detail view of the hand wheel and worm gear for setting the stabilizer, taken along theline 6-6 of Figure '7, looking in the direction of the arrows;

Fig. '7 is a view of the mechanism shown in Figure 6, taken along the line 1'| of Figure 6, looking in the direction of the arrows;

Fig. 8 is a detail front elevation of the cam for adjusting the stabilizer and' for operating the elevators; I 5

Fig. 9- is a detail top plan view of the rudder mechanism.

I In the drawings I have shown in Figure 1 an airplane having a fuselage I, motor 2, and propeller 3. The plane is provided with wings 4 and 10 I ailerons 5 operated by aileron control rods 6. The ailerons are of the Zap type and have been covered in copending applications. Since this application relates to other control surfaces and their construction rather than to the ailerons per se,

the operative characteristics of the Zap aileron will not be enlarged upon.

The plane is provided with a rudder control main surface 1 and an elevator and stabilizer main control surface 8. The stabilizer and elevator control surface 8 has hinged at the rear portion thereof flaps 9 and II which are adapted to be rotated out into the airstream passing by the main surface 6, to either stabilize the airplane or to act as elevators and control its longitudinal flight. I

Likewise the main rudder surface I has mounted ,on either side thereof similar flaps l2 and I3. which are adapted to be rotated into the stream passing by the main rudder surface I to interfere with the flow around the main rudder surface 1, and to give desirable moments of force tending to move the tail of the airplane either to the right or left as desired.

Mounted in the cockpit is a pilot's seat It, and

in front of the seat. is a 'foot pedal I 5 for operating the rudder flap l2, and a foot pedal 16 for operating flap l3. These pedals may be con- I structed to be linked together by mechanism not shown, or a rudder bar may be used in place of 40 the foot pedals l5 and IS. The mechanism as shown in the drawings for operating the rudder flaps l2 and I3 is provided with lost motion mechanism so that a rudder bar or foot pedals linked together maybe employed. There is provided a control stick I! which ispivotedto a block l8 mounted on a rod l9 which is supported upon two or more supports 2| on the floor of the cockpit (only one of the supports 2 i is shown). Through the block l8 passes a pivot pin 22 which passes through two sldesof a yoke 23, the upper end of which is attached to the control rod II. The connections of the ailerons to the rod I9 for the lateral control of the ship through ro-,

' tation of the rod is are not here given in detail,

as it is not thoughtnecessary to do so to understand the present invention.

On the control rod I1 is mounted a block 24 which has pivoted at 25 a U support 26 (see Figures 2, 3,6 and 7). The U support 26 is provided with upstanding ears 21 in which is pivoted'a shaft 28. The shaft 28 has mounted on one end outside the space between the upstanding ears 21 a collar 28 which may be integrally formed with a hand wheel 3|. On the shaft 28 and between the upstanding ears 21 is anotherv .collar 32, which is keyed to the shaft 28 as is the collar 28. The collar 32 is provided with worm threads 33 which are adapted to engage with -a keyedjas indicated at permits rotation of the rod 36 through about 180, but does not permit much greater rotation because of the stop member 31. The rod 36 terminates at its other end in gimbal joint .4|

which permits the transmission of free rotational motion in a number of planes. The gimbal joint 4| is attached to a cam operating rod 42.

The cam operating rod 42 passes through a support plate 43 which may be welded, or otherwise suitably supported, to horizontal support tubes 44 and vertical support tubes 45, which in turn may be welded at the corners into longitudinal bracing members,. or longerons, 46.

The plate 43 is apertured at approximately its middle and has welded into the aperture an annular journal member 41 which is provided with a friction bushing 48 in which the cam operating rod 42 is journaled, and is adapted to slide and also to rotate in response to the forces transmitted to it through the gimbaljoint. by the rod 36, which is under the control of the pilot through control stick I1.

By movement of the. control stick forward or backward rod 36, and hence cam control rod 42, may be made to reciprocate, as indicated in dotted lines, particularly'in Figure 4. Through suitable adjustment of the hand wheel 3|, the initial angular starting position from which the rod 36 may be reciprocated can be accurately controlled. As will now be explained, this will enable a stabilizer setting to be given to the stabilizing surface in the empennage of the airplane. v

The rod 42 passes throughthe bushing-4 which is held in an annular journal support 5| which may be welded to a plate 52, which in turn can be welded-to horizontal support tubes 53 and vertical support tubes 54.- The horizontal support tubes 53 and the vertical supporting tubes 54 can also be welded to the longitudinal bracing tubes, or longerons, 4 6. I

On that section of the cam operating rod 42 which lies between the plates 43 and 52 are provided cam surfaces. Reference is made particularly to Figures 3, 4 and 5, as well as to Figures 8 and 9, to show this cam surface construction. There is provided a cam sector 55 which has a conical face 56. Next to that is provided a middle cam section 51 whose configuration is shown partly in solid line and partly in lizer and elevator flaps 8.

dotted line in Figures 8 and 5. There isa rear cam sector 58 having a conical surface 58 which is similar to the conical surface 56 of the cam structure just describedis keyed to move with.

the camoperating shaft 42. The raised portions of surface 51 are extended, one longitudinally along 6|, andthe other longitudinally along 62;

so that the trim will not be disturbed by longitudinal movement of the cam.

Adapted to bear against the cam surfaces described are rollermembers 63 and 64 which are mounted on stub shafts65 and 66, respectively- The stub shafts 65 and 66 are reduced in diameter, as indicated at 61 (Figure 5) and are adapted to be secured by rivets or screws 68 to crank arms 68 which may' be welded to tubular flap operating shafts 1|, for the upper stabilizer and elevator flaps H; or welded or otherwise attached to tubular shafts 12 for pivoting the lower stabi- The shafts 1| are journaled in supports 13 which are provided with bushings .14. Journal supports 13 are suitably wel'ded into plates 15. The shafts 12 are journaled in supports 16 provided with bushings 11.

The journal supports 16 are also welded into plates 15. The plates .15. are welded to vertical support tubes 18 (see Figs.4 and 5). The vertical support tubes. 18 are welded to the longerons '46.

The shafts 1| and 12- are journaled at their outer ends in suitable journal supports provided in the main stabilizer surfaces 8; such supports for the purpose of simplicity not being shown in detail. Keyed to the shaft H at 8| by welding,

or other. suitable means, are flanged support members 82 provided with horizontally disposed flanges 83 and vertically disposed flanges 84. Horizontally disposed flange members 83 of the flanged support members 82 may be riveted, as

indicatedat 85, to corrugated metallic bracing sheets 86, which-in turn are suitably attached to outer corrugated metallic sheets 81 of the flap members Similarly the lower flap operating shafts 12; whose outer ends are also suitably journaled in the main stabilizer member 8, have attached to them at 88 flanged support members 88 provided with vertically disposed flanges 8| and hori- 83, to corrugated bracing sheets 84 which are suitably attachedas by rivets to outer corrugated zontallydisposed flanges 82.. The horizontally disposed flanges 82 may be riveted, as indicated at,

point not shown in detail for the purpose of slmplicity of description. Passing through the vertically disposed flanges 8| of the' lower flaps 8 are pins 98, similar to the pins 86 for the upper flaps, to which are attached springs 88 whose other ends are attached to the same part of the bracingstructure to which the springs 81 are attached. There may be a plurality of these springs for each set of flaps H and 8 on either side of the main stabilizer surface 8, (only one set of these springs is shown in Figure 3).

These springs which are attached to the 'interior of the flaps H and 8 tend to hold them in the closed position flush with the main lta- Figure 3. as well asin the views of Figures 4 bilizer surface 8, such position being indicated in Figure l, in the detail perspective view of and 5.

The operation of the stabilizer surfaces and of the longitudinal control, the construction of which has been described in detail, will now be given. Let us assume that for purposes of stabilization the ship is tail heavy and tends to climb. In this case the hand wheel 3| is rotated so, that the portion 51 of the cam surface assumes the position such as indicated in Figure 8 when the control stick I1 is held vertical. -In Figure 8 it is shown that portion 51 of the cam has a lower roller 54 which rotates the shafts I2 to lower the lower flap 9,'-thus tending to raise the tail. In Figure 8 the cam has been shown to be operated to its maximum extent, though it is to be understood that an intermediate position can be obtained by proper manipulation of the hand wheel3l. Depending upon the degree that the flap 90 is lowered while the control stick I1 is in the vertical position, there will be a'greater or less tendency for the tail to be raised by the downward rotation of the flap 5. This tends to' stabilize the ship.

If there is a tendency, however, for the tail to rise through unbalance of the airplane, the hand-wheel 3i can be rotated in the-opposite direction so that the cam surface 51 will cause upward movement of the roller 63 when the control stick I1 is in vertical position, thus opening to .the desired degree the flap II, which will cause the fluid passing. over the main .control surface 8 to exert a force downward on the tail, tending to stabilize the airplane. It will be noted that either the flap 8 or II can be opened when the stick is in the vertical position; but only one of them will be moved by this stabilizer control at one time.

The longitudinal controlof the ship, other than that provided with the stabilizer control just described, is accomplished by either pulling back on thecontrol stick I1 or pushing forward on it. Let us assume that the pilot pulls back on the control stick II. In this case the roller 64 slides over the smooth horizontal surface SI of the cam sector 55 and the lower flaps 9 are not influenced by this backward movement of the control stick. The backward movement of the control stick, however, causes the shaft 42 to be reciprocated towards the rear, as indicated by the dotted lines in Figure 4, and the roller 63 will climb the sloped surface 56 of the cam sector 55 which will-cause the roller 53 to -be moved upwardly and the flaps II will be raised. This will push down on the tail of the airplane and cause the airplane to rise. A forward movement of the control stick llwill-cause the roller 64 to be pushed downward by the sloped. surface 59 of the sector 58, while the roller 53 travels in a horizontal path over they horizontal surface 62 of the cam sector 58. This will cause the flaps 9 to be lowered to raise the tail of the airplane.

The rod I9 leads to the aileron control which has not been described. The rotation of the rod I3 controls the aileron to give the desirable lateral control of the ship. Such lateral movement of the control stick H to give the desired rotationof the rod I8 effects, to a certain extent, the rotation of the rod 85 and therefore of the rod 42, which will tend to rotate the cam surfaces just described. The cam surfaces and control linkages may be so designed that the rotation of the,

cam surface does not 'aifect'the trim of the ship to an undesirable extent.

The longeronsor longitudinal bracing tubes 48 terminate in a tail piece I00 to which they may be welded. The outline of the fuselage I is indicated in dotted lines in the right hand end of the exploded'view' of Figure 9.

The rudder webs I3 and I2 in their closed position rest against a rear fin spar IOI (see Figure 9). The rudder flaps I3 and I2 are constructed similarly to the elevator stabilizer flaps 'II and 9. The rudder flap i3 comprises a corrugated inner sheet metal section I02 which may be welded to a corrugated outer section I03 in which the corrugations run at substantially right angles to I the corrugations on -IOI'.. Attached to the inner corrugated sheet members I02 are flanged bracing or support members I04, provided with vertical flanges I05 whichare welded or riveted to the inner corrugated sheet I02 of the flaps. The flange bracing members are also provided with horizontal flanges I06. These flanged bracing members I04 are welded or otherwise suitably attached to rudder flap operating shafts, and are suitably spaced at intervals to give sufficient bracing to the flaps I2 and I3. The flap I3, through the flange bracing'members I04, is attached to a rudder flap operating shaft I01 and the flap I2 is similarly attached to a rudder flap operating shaft I08.

Welded, or otherwise suitably attached, to the ,longerons 46 are horizontal bracing tubes I09 to the-upper one of which is welded'a vertical bracing tube III forthe rudder construction. Webs II2 are formed on the upper tube I 09 and support socket members II3 in which are adapted to rotate ends II4. of the flap operatingshafts I01 and I08, which ends are of reduced diameter and are journaled in the socket members II3.

The upper ends of flap operating shafts I01 and I08 are suitably journaled in the interior of the tail construction at points not'shown.

Welded to shaft I08 are crank arms I I5 which carry pivot pin I I8. Likewise welded to the shaft I 01 are crank arms I I! which carry pivot pin IIB. Adapted to lie between the crank arms H5 is a lost motion link II9 carried on the end of rudder operating rod I20. Similarly there is alost motion link IZI which lies between crank arms Ill and fits over pivot pin H8. This lost motion link I2l is carried by rudder operating rod I 22. The rudder operating rod I20 is adapted to operate the flap I2, as is plainly apparent from Figures 2 and 3. The rudder operating rod I22 is adapted to rotate the flap I3. Each of the rudder operating rods I20 and I22 are pivoted to foot pedals I5 and I6 respectively, as indicated I in the side elevation of Figure 1 where the rod I22 is shown pivoted at I23 to the lever pedal l8,-

whose lower end is pivoted at I24 to a support suitably attached near the floor of the fuselage.

In order to hold the flaps I2 and IS in their inner position against the rear fin spar I 0|, I have provided springs I25, each of which has one end attached to each of the crank constructions II'I and ll5-near their outer ends, as indicated in Figures 5, 9 and 4, and have their other ends attached to a loop provided in the approximate middle-of the bracing tube 53.

The springs I25 tend to hold the flaps I2 and I3 in their nested position. Upon pushing on a foot pedal, however, the operating rod I22, or the operating rod I20, will be .pulled forward, and through the engagements of the'pivots H8 or I I5 with their respective lost motion linkages I2I or I H9 either of the flaps niay be moved into the outer position. Such position is indicated in dotted lines in Figure 9. The lost motion linkage the ship in a direction away from the outwardly poses of :elevational control, and means whereby moved flap. 'Ihis'gives simple, positive and sensitive steering controlfor the plane. Either flap can be raised at will by pushing on the foot pedals. Where the foot pedals are not linked together, both flaps can be raised'at once if desired, which, after the plane has been landed, may be used to retard the forward runof the airplane.

While I-have shown and described the preferred embodiments of my invention, I wish it to be understood that I do not confine myself to'the precise details of construction herein set forth by way of illustration, as it is apparent that many changes and variations may be madetherein, by those skilled in the art, without departing from the spirit of the invention, or exceeding the scope of the appended claims.

I claim:

1. A combined longitudinal control and stabilization mechanism for'an airplane comprising superposed flaps, whichare separately and pivotally mounted, and a single cam-means operating the saidfflaps to effect stabilization and longitudinal control.

2. A combined longitudinal control and stabilization mechanism for an airplane comprising superposed flaps, which are separately and pivotally mounted, a single cam means to operate the said flaps to effect stabilization and longitudinal control, and means to set the cam to a desired point for purposes of stabilization.

3. A combined longitudinal control and stabilizationmechanism for an airplane provided with a control stick, comprising split flaps, a single cam to operate the said flaps for purposes of. longitudinal and stabilization control, said single cam being actuated by the control stick by means of the movement of ashaft, for purthe shaft may be'actuated independently of the control stick for purposes of stabilization.

4'. A combined longitudinal control and stabisingle cam being actuated by the control stick by means of the movement of a. shaft, for purposes of elevational control, and means mounted on the control stickwhereby the shaft may be rotated independently of the control stick for purposes of stabilization.

5. A combined longitudinal and stabilization mechanism, for an airplane provided with a control stick, comprising split flaps, a single cam to operate said flaps for purposes of longitudinal and stabilization control, said single cam being actuated by the movement of the control stick for purposes of elevational control, and means to actuate said single cam independently of the con- I trol stick for purposes of stabilization.

6. A combined longitudinal and stabilization mechanism, for an airplane provided with a control stick, comprising superposed flaps, which are separately and pivotally mounted, a single cam to operate said flaps for purposes of longitudinal and stabilization control, saidsingle cam being actuated by the movement of the control stick for purposes of elevational control, and means to actuate said single camindepenclently of the control stick for purposes of stabilization.

'7. A combined longitudinal control and stabilization mechanism, for an airplane provided with 4 a control stick, comprising split flaps, a single camto operate'the said flaps, for purposes of longitudinal and stabilization control, said single cam being actuated by the control stick by means of the movement of a shaft, means whereby the shaft may be actuated independently of the control stick for p ses of stabilization, and a second set of split flaps which are operated independently of the first set toeifect longitudinal rudder control.

i a. A-combined longitudinal control and stabilization mechanism, for an airplane provided with a control stick, comprising split flaps, a single cam to operate the said flaps, for purposes of longitudinal and stabilization control, said single cam being actuated by the control stick by means of the movement of a shaft, means mounted on the control stick whereby the shaft may be actuated independently of the control stick for purposes of stabilization, and a second set of split flaps which are operated independently of the first set to effect longitudinal rudder control.

EDWARD F. ZAPARKA. 

